TM 1-1520-240-10 TECHNICAL MANUAL OPERATOR’S MANUAL … · 2017. 9. 29. · TM 1-1520-240-10...

TM 1-1520-240-10

TECHNICAL MANUAL

OPERATOR’S MANUAL

FOR

ARMY CH-47D

HELICOPTER

(EIC: RCD)

*This manual supersedes TM 55-1520-240-10, 30 April 1992,including all changes.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OFTHE ARMY

31 January 2003

TM 1-1520-240-10

Change 1 a

WARNING

Personnel performing operations, procedures, andpractices which are included or implied in this tech-nical manual shall observe the following warnings.Disregard of these warnings and precautionary in-formation can cause serious injury or death.

WARNING

STARTING ENGINES

Coordinate all cockpit actions with ground observer.Insure that wheels are chocked (if applicable), rotorand blast areas are clear, and fire guard is posted.

WARNING

GROUND OPERATION

Engines will be started and operated only by autho-rized personnel.

WARNING

ROTOR BLADES

Beware of moving rotor blades, particularly theblades of the forward rotor system.

WARNING

HIGH VOLTAGE

All ground handling personnel must be informed ofhigh voltage hazards when making external cargohook–ups.

WARNING

FIRE EXTINGUISHER

Exposure to high concentrations of fire extinguish-ing agents or decomposition products should beavoided. The liquid should not contact the skin. Itmay cause frostbite or low temperature burns.

WARNING

ARMAMENT

Loaded weapons or weapons being loaded or un-loaded, shall be pointed in a direction which offersthe least exposure to personnel or property in theevent of accidental firing. Personnel shall remainclear of the hazardous area of all loaded weapons.

WARNING

VERTIGO

Turn the anti–collision lights off during flightthrough clouds. This will eliminate light reflectionsfrom the clouds, which could cause vertigo.

WARNING

CARBON MONOXIDE

When smoke, suspected carbon monoxide fumes, orsymptoms of anoxia exist, the crew should immedi-ately ventilate the aircraft.

WARNING

HANDLING FUEL AND OIL

Turbine fuels and lubricating oils contain additivesthat are poisonous and readily absorbed through theskin. Do not allow them to remain on skin longer thannecessary.

TM 1-1520-240-10

b Change 1

WARNING

ELECTROMAGNETIC INTERFERENCE (EMI)

No electrical/electronic devices of any sort, otherthan those described in this manual or appropriateairworthiness release and approved by USAATCOM,are to be operated by crewmembers or passengersduring operation of this helicopter.

WARNING

RADIOACTIVE MATERIALS

Instrument dials on CH–47 series aircraft containradioactive materials. If an instrument is broken orbecomes unsealed, avoid personal contact with theitem. Use forceps or gloves made of rubber or poly-ethylene to pick up contaminated material. Place thematerial and the gloves in a plastic bag, seal the bag,and dispose of it as radioactive waste in accordancewith AR 385-11 and TM 3-261. (Refer to TB 43-0108).

WARNING

NOISE LEVELS

Sound pressure levels in this aircraft during someoperating conditions exceed the Surgeon General’shearing conservation criteria, as defined in TB MED251. Hearing protection devices, such as the aviatorhelmet or ear plugs are required to be worn by allpersonnel in and around the aircraft during its opera-tion.

WARNING

HAZARDOUS CARGO

Items of cargo possessing dangerous physicalproperties such as explosives, acids, flammables,etc. must be handled with extreme caution and inaccordance with established regulations. Ref:38–250.

WARNING

HF RADIO LIAISON FACILITY AN/ARC-220

The HF Radio Liaison Facility AN/ARC-220 in the ALEmode sounds (transmits short tone bursts) and re-plies to ALE calls automatically without operator ac-tion. Anytime local flight directives forbid HF emis-sions, such as ordinance loading or refeuling, orwhen personnel are working near the aircraft, ensurethe radio set control function switch is set to SILENT,STBY, or OFF.

WARNING

IN ALE MODE

The AN/ARC-220 sounds (transmit short bursts) andreplies to ALE calls automatically without operatoraction. Anytime local flight directives forbid HFemissions, such as during ordance loading or refuel-ing, or when personnel are working near the aircraft,ensure the radio set control function switch is set tosilent, STBY, or OFF.

C3

TM 1-1520-240-10

URGENT

CHANGE HEADQUARTERSDEPARTMENT OF THE ARMY

NO. 3 WASHINGTON, D.C., 10 May 2004

OPERATOR’S MANUAL

FOR

ARMY MODEL

CH-47D HELICOPTERS

(EIC: RCD)

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 1-1520-240-10, dated 31 January 2003, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in themargin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pagesA and B A and B2-14-1 and 2-14-2 2-14-1 and 2-14-2

5-5-1 and 5-5-2 5-5-1 and 5-5-2

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

DISTRIBUTION:To be distributed in accordance with Initial Distribution (IDN) 310194, requirements for TM 1-1520-240-10.

PETER J. SCHOOMAKERGeneral, United States Army

Chief of Staff Official:

JOEL B. HUDSONAdministrative Assistant to the

Secretary of the Army 0412603

C2

TM 1-1520-240-10

URGENT

CHANGE HEADQUARTERSDEPARTMENT OF THE ARMY

NO. 2 WASHINGTON, D.C., 25 July 2003

OPERATOR’S MANUAL

FOR

ARMY MODEL

CH-47D HELICOPTERS

(EIC: RCD)

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 1-1520-240-10, dated 31 January 2003, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in themargin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pagesA and B A and B2-15-17 and 2-15-18 2-15-17 and 2-15-18

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

DISTRIBUTION:To be distributed in accordance with Initial Distribution (IDN) 310194, requirements for TM 1-1520-240-10.

JOHN M. KEANEGeneral, United States Army

Acting Chief of StaffOfficial:



URGENT TM 1-1520-240-10

C 1 CHANGE HEADQUARTERS DEPARTMENT OF THE ARMY NO. 1 WASHINGTON, D.C., 16 April 2003

OPERATOR’S MANUAL FOR

ARMY MODEL CH-47D HELICOPTERS

(EIC: RCD)


TM 1-1520-240-10, 31 January 2003 is changed as follows: 1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in the margin. An illustration change is indicated by a miniature pointing hand. Remove pages Insert pages a and b a and b A and B A and B 5-7-1 and 5-7-2 5-7-1 and 5-7-2 2. Retain this sheet in front of the manual for reference purposes. By Order of the Secretary of the Army: DISTRIBUTION: To be distributed in accordance with Initial Distribution Number (IDN) 310194, requirements for TM 1-1520-240-10.

ERIC K. SHINSEKIGeneral, United States Army

Chief of Staff Official:



TM 1-1520-240-10

Change 3 A

*Zero in this column indicates an original page.

LIST OF EFFECTIVE PAGES

Insert latest changed pages. Dispose of superseded pages in accordance with regulations.

NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, orother change symbol, in the outer margin of the page. Changes to illustrations are indicated by miniature pointinghands.

Dates of issue for original and changed pages are:

Original 31 January 2003

Change 1 16 April 2003

Change 2 25 July 2003

Change 3 10 May 2004

Total number of pages in this publication is , consisting of the following:

Page *Change Page *Change No. No. No. No.

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Page *Change Page *Change No. No. No. No.

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TECHNICAL MANUAL HEADQUARTERSDEPARTMENT OF THE ARMY

WASHINGTON, D.C., 31 JANUARY 2003

OPERATOR’S MANUALFOR

ARMY MODEL CH-47D HELICOPTER

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of a way to improve theprocedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes toPublications and Blank Forms) located in the back of this manual directly to: Commander, US ArmyAviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone Arsenal, AL 35898-5230. Youmay also submit your recommended changes by E-Mail directly to [email protected] or by fax(256) 842-6546/DSN 788-6546. A reply will be furnished directly to you. Instruction for sending anelectronic 2028 may be found at the back of this manual immediately preceding the hard copy 2028.


Chapter/Section Page

CHAPTER 1 INTRODUCTION 1-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. INTRODUCTION 1-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION 2-1-1. . . . . . . . . . . . . . . . . . . . . SECTION I. HELICOPTER 2-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. EMERGENCY EQUIPMENT 2-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. ENGINES AND RELATED SYSTEMS 2-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. FUEL SYSTEM 2-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V. FLIGHT CONTROLS 2-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI. HYDRAULIC SYSTEMS 2-6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VII. POWER TRAIN SYSTEM 2-7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VIII. ROTOR SYSTEM 2-8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IX. UTILITY SYSTEMS 2-9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION X. HEATING, VENTILATION, COOLING, AND ENVIRONMENTAL CONTROL SYSTEMS 2-10-1SECTION XI. ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS 2-11-1. . . . . . . . . . . . . . SECTION XII. AUXILIARY POWER UNIT 2-12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION XIII. LIGHTING 2-13-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION XIV. FLIGHT INSTRUMENTS 2-14-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION XV. SERVICING, PARKING, AND MOORING 2-15-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 3 AVIONICS 3-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. GENERAL 3-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. COMMUNICATIONS 3-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. NAVIGATION EQUIPMENT 3-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. TRANSPONDERS 3-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TM 1-1520-240-10

ii

Chapter/Section Page

CHAPTER 4 MISSION EQUIPMENT 4-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. MISSION AVIONICS 4-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. ARMAMENT 4-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. CARGO HANDLING SYSTEMS 4-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. EXTENDED RANGE FUEL SYSTEM (ERFS) AND ERFS II 4-4-1. . . . . . . . . . . . . . . . . . . .

CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS 5-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. GENERAL 5-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. SYSTEM LIMITS 5-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. POWER LIMITS 5-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. LOADING LIMITS 5-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V. AIRSPEED LIMITS 5-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI. MANEUVERING LIMITS 5-6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VII. ENVIRONMENTAL RESTRICTIONS 5-7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VIII. WATER OPERATION LIMITATIONS 5-8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IX. ADDITIONAL LIMITATIONS 5-9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 6 WEIGHT/BALANCE AND LOADING 6-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. GENERAL 6-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. WEIGHT AND BALANCE 6-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. FUEL/OIL 6-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. PERSONNEL 6-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V. MISSION EQUIPMENT 6-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI. CARGO LOADING 6-6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VII. LOADING LIMITS 6-7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 7 PERFORMANCE DATA 7-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. INTRODUCTION 7-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. EMERGENCY TORQUE AVAILABLE 7-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. MAXIMUM TORQUE AVAILABLE 7-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. CONTINUOUS TORQUE AVAILABLE 7-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V. HOVER 7-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI. TAKEOFF 7-6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VII. CRUISE 7-7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VIII. DRAG 7-8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IX. CLIMB DESCENT 7-9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION X. FUEL FLOW 7-10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION XI. AIRSPEED CALIBRATION 7-11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 7A PERFORMANCE DATA 7A-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. INTRODUCTION 7A-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. CONTINGENCY TORQUE AVAILABLE 7A-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION III. MAXIMUM TORQUE AVAILABLE 7A-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. CONTINUOUS TORQUE AVAILABLE 7A-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION V. HOVER 7A-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VI. TAKEOFF 7A-6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VII. CRUISE 7A-7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION VIII. DRAG 7A-8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IX. CLIMB DESCENT 7A-9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION X. FUEL FLOW 7A-10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION XI. AIRSPEED CALIBRATION 7A-11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 8 NORMAL PROCEDURES 8-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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iii/(iv blank)

Chapter/Section PageSECTION I. MISSION PLANNING 8-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. OPERATING PROCEDURES AND MANEUVERS 8-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section III. FLIGHT CHARACTERISTICS 8-3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION IV. ADVERSE ENVIRONMENTAL CONDITIONS 8-4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 9 EMERGENCY PROCEDURES 9-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION I. HELICOPTER SYSTEMS 9-1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION II. MISSION EQUIPMENT 9-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX A REFERENCES A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX B GLOSSARY B-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX C CONDITIONAL INSPECTIONS C-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ALPHABETICAL INDEX Index-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1-1-1

CHAPTER 1INTRODUCTION

SECTION I. INTRODUCTION

1-1-1. General.

These instructions are for use by the operator. They ap-ply to CH-47D helicopters.

1-1-2. WARNINGS, CAUTIONS, AND NOTES DE-FINED.

Warnings, cautions, and notes are used to emphasizeimportant and critical instructions and are used for thefollowing conditions.

WARNING

An operating procedure, practice, etc.,which if not correctly followed, could re-sult in personal injury or loss of life.

CAUTION

An operating procedure, practice, etc.,which, if not strictly observed, could re-sult in damage to or destruction of equip-ment.

NOTEAn operating procedure, condition, etc.,which it is essential to highlight.

1-1-3. Helicopter Description.

This manual contains the complete operating instruc-tions and procedures for the CH-47D helicopters. It ispowered by two T55 L-712 or T55-GA-714A engines.The primary mission of the helicopter is troop and cargotransport. The observance of limitations, performance,and weight and balance data provided is mandatory.Your flying experience is recognized, therefore, basicflight principles are not included. It is required that THISMANUAL BE CARRIED IN THE HELICOPTER AT ALLTIMES.

1-1-4. Introductory Material.

The following paragraphs describe certain sections ofthis manual, referenced forms, manuals, and Army Re-gulations. Also included is the procedure to follow toreport errors or to recommend changes.

1-1-5. Appendix A, Reference.

Appendix A is a listing of official publications cited withinthe manual applicable to and available to flight crews.

1-1-6. Appendix B, Abbreviation.

Appendix B is a list of the abbreviations used in thismanual.

1-1-7. Appendix C, Conditional Inspections.

Appendix C is a listing of conditions which require a DAForm 2408-13-1 entry.

1-1-8. Index.

The index lists in alphabetical order, every titled para-graph, figure, and table contained in this manual.

1-1-9. Army Aviation Safety Program.

Reports necessary to comply with the Army AviationSafety program are prescribed in AR 385-40.

1-1-10. Destruction of Army Material to Prevent En-emy Use.

For information concerning destruction of Army materialto prevent enemy use, refer to TM 750-244-1-5.

1-1-11. Forms and Records.

Army aviators flight record and aircraft maintenance re-cords which are to be used by crewmembers are pre-scribed in DA PAM 738-751 and TM 55-1500-342-23.

1-1-12. Change Symbol Explanation.

Changes, except as noted below, to the text and tables,including new material on added pages, are indicated bya vertical line. The vertical line is in the outer margin andextends close to the entire area of the material affectedwith the following exception: pages with emergencymarkings, which consist of black diagonal lines aroundthree edges, may have the vertical line or change symbolplaced along the inner margins. Symbols show currentchanges only. A miniature pointing hand symbol is usedto denote a change to an illustration. However, a verticalline in the outer margin, rather than miniature pointinghands, is used when there have been extensive changesmade to an illustration. Change symbols are not used toindicate changes in the following:

a. Introductory material.b. Indexes and tabular data where the change can-

not be identified.c. Blank space resulting from the deletion of text, an

illustration, or table.d. Correction of minor inaccuracies, such as spell-

ing, punctuation, relocation of material, ect., unless suchcorrection changes the meaning of instructive informa-tion and procedures.

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1-1-2

1-1-13. Aircraft Designation System.

1-1-14. The designation system prescribed by AR 70-50is used in aircraft designation as follows:Example CH-47D

C - Mission symbol (cargo)

H - Basic mission and type symbol (Helicopter)

47 - Design number

D - Series symbol

1-1-15. Series and Effectivity Codes.

Designator symbols listed below are used to show limitedeffectivity of airframe information material in conjunctionwith text content, paragraph titles, and illustrations. Des-ignators may be used to indicate proper effectivity, un-less the material applies to all models and configurationwithin the manual. Designator symbols precede proce-dural steps Designator symbols listed below are used toshow limited effectivity of airframe information material in

conjunction with text content, paragraph titles, and il-lustrations. Designators may be used to indicate propereffectivity, unless the material applies to all models andconfiguration within the manual. Designator symbolsprecede procedural steps in Chapters 5, 8 and 9. If thematerial applies to all series and configurations, no des-ignator symbol will be used.

DESIGNATOR APPLICATIONSYMBOL712 CH-47D aircraft equipped

With T55-L-712 engines.714A CH-47D aircraft equipped

with T55-GA-714A engines

1-1-16. Use of “Shall, Should, and May”.

Within this technical manual, the word “shall” is used toindicate a mandatory requirement. The word “should” isused to indicate a nonmandatory but preferred methodof accomplishment. The word “may” is used to indicatean acceptable method of accomplishment.1-1-17

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2-1-1

CHAPTER 2AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION

SECTION I. HELICOPTER

2-1-1. General.

The CH-47D (fig. FO-1, 2-1-1 and 2-1-2) is a twin-turbineengine, tandem rotor helicopter designed for transportationof cargo, troops, and weapons during day, night, visual, andinstrument conditions. (Unless otherwise noted, numbersrefer to fig. FO-1.) The helicopter is powered by twoT55-L-712 or T55-GA-714A shaft-turbine engines (18) onthe aft fuselage. The engines simultaneously drive two tan-dem three-bladed counterrotating rotors (13 and 19) throughengine transmissions (25), a combining transmission (16),drive shafting (14), and reduction transmissions (12 and 23).The forward transmission is on the forward pylon above thecockpit (1). The aft transmission, the combining transmis-sion, and drive shafting are in the aft cabin section and aftpylon sections (3 and 4). Drive shafting from the combiningtransmission to the forward transmission is housed in atunnel along top of the fuselage. When rotors are stationary,a gas-turbine auxiliary power unit (22) drives a generatorand hydraulic pump to furnish hydraulic and electrical power.Fuel is carried in pods on each side of the fuselage. Thehelicopter is equipped with four non-retractable landing gear.An entrance door (15) is at the forward right side of the cargocompartment (2). At the rear of the cargo compartment is ahydraulically powered loading ramp (26). The pilots seat (9)and controls are at the right side of the cockpit; the copilot’sseat (40) and controls are on the left side. See figure 2-1-3for typical cockpit and controls.

2-1-2. Gross Weight.

The maximum gross weight of the CH-47D is 50,000pounds. Chapters 5 and 6 provide additional weight informa-tion.

2-1-3. Landing Gear System.

The landing gear system consists of four non-retractablelanding gears mounted on the fuselage pods. The forwardlanding gears are a fixed-cantilever type and have twinwheels. The aft landing gears are of the single–wheel, full-swivel (360�) type which can be power centered and lockedin trailed position. In addition, the aft right landing gear canbe steered from the cockpit by using the steering controlknob on the console. Each landing gear has an individualair-oil shock strut and is equipped with tube-type tires.

2-1-4. Landing Gear Proximity Switches.

a. Two proximity switches are installed, one on each aftlanding gear. Each switch is activated when its associatedshock strut is compressed during touchdown. The switchesimprove ground handling by reducing pitch axis gain of theAFCS, by canceling the longitudinal Control Position Trans-ducer (CPT), therefore longitudinal stick input, to the Differ-ential Airspeed Hold (DASH) actuators, and by driving bothlongitudinal cyclic trim (LCT) actuators to the ground posi-tion. In addition to the above functions, the switch on the rightaft landing gear, when activated, disables the flare dispenserto prevent accidental flare release, and enables the holdfunction of mode 4 transponder codes.

b. On helicopters equipped with GROUND CONTACTindicating lights, activation of the proximity switches whenthe associated shock strut is compressed will cause theassociated GROUND CONTACT indicating light on theMAINTENANCE PANEL to illuminate.

CAUTION

Should either or both GROUND CONTACTindicating lights remain illuminated afterlift-off to hover, the illuminated system(s)DASH will not function properly in forwardflight. If both GROUND CONTACT indicat-ing lights remain illuminated after lift-off,the AUTO function of both cyclic trim sys-tems will be inoperative and both LCT ac-tuators will remain in the GND position.

c. Aft landing gear proximity switches are not actuatedin a water landing. As a result, DASH actuators will respondto longitudinal stick motion, producing an apparent increasein control sensitivity. Cyclic motion of + 3/4 inch from neutral,if held, will drive DASH actuators hard over. If longitudi-nal cyclic movement is required for taxing, set the AFCSSYSTEM SEL switch to OFF.

2-1-5. Steering and Swivel Lock System.

The steering and swivel lock system consists of the powersteering control box with the STEERING CONTROL panelon the center console, utility system pressure controlmodule, power steering actuator, power steering module,swivel lock actuating cylinder, and the PWR STEER mastercaution capsule. The STEERING CONTROL panel consistsof a three position SWIVEL switch and a steering controlknob. The SWIVEL switch controls operation of powersteering and swivel locks.

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2-1-2

Figure 2-1-1. Principal Dimensions Diagram

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2-1-3

Figure 2-1-2. Turning Radii

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2-1-4

Figure 2-1-3. Cockpit and Controls

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2-1-5

The switch positions are arranged so the power steeringsystem cannot be energized and used with swivel locksengaged. The aft right landing gear is hydraulically steer-able and electrically controlled by the steering controlknob.

The PWR STEER caution capsule on the master cautionpanel indicates that power steering circuits have failed orthe aft right wheel has exceeded turning limits. Theselimits are set at 58� for a left turn and 82� for a right turn.If turning limits are exceeded, an out-of-phase switch onthe landing gear automatically closes the power steeringsolenoid valve, lights the caution capsule, and removeselectrical power from the control box. To reenergize thepower steering system, the landing gear must be re-turned within operating limits and the SWIVEL switchmust be recycled.

Hydraulic power to operate the power steering actuatorand the swivel locks is supplied by the utility hydraulicsystem through the utility system pressure control mod-ule and separate power steering and swivel lock module.Electrical power to control the steering and swivel lockssystem is supplied by the No. 1 DC bus through theBRAKE STEER circuit breaker on the No. 1 PDP.

2-1-6. STEERING CONTROL Panel.

The STEERING CONTROL panel (fig. 2-1-4) is on the aftend of the console. It contains the SWIVEL switch, thesteering control knob, a fail-safe module and relay, anda servoamplifier. The fail-safe module monitors thesteering electrical circuits. A malfunction which couldcause a steering hardover will be detected by the fail-safe module and the relay which disables the system andturns on the PWR STEER caution light.

a. SWIVEL switch. A three-position switch labeledSTEER, UNLOCK, and LOCK. Setting the switch toSTEER applies DC power to the circuits in the powersteering control box and arms the power steering actua-tor. Rotating the steering control knob will activate thepower steering actuator and the aft wheel will

Figure 2-1-4. Steering Control Panel

swivel. Setting the SWIVEL switch to UNLOCK deener-gizes the power steering circuits in the control box andthe power steering actuator. It maintains the swivel locksin the disengage position and both aft wheels are free toswivel. Setting the SWIVEL switch to LOCK energizesthe swivel lock and centering cam control valve. Utilitysystem pressure is directed to the lock port of the swivellock cylinder and centering cam. The aft wheels will ro-tate to neutral trail position and the swivel lock will en-gage when the helicopter weight is lifted from the rearwheels. AFCS heading hold is disabled at STEER andUNLOCK.

b. Steering control knob. The steering control knobhas index marks around the knob to indicate degrees ofknob rotation LEFT and RIGHT in increments of 30�.These index marks do not represent wheel turn angle;they are reference marks only. The knob is spring-loadedto zero turn angle. Power steering is accomplished byrotating the knob a given amount in the desired direction.When the knob is rotated, a servo valve on the powersteering actuator regulates hydraulic pressure to extendor retract the actuator. A feedback variable resistor, alsoon the power steering actuator, stops actuator travelwhen the selected turn radius is reached.

2-1-7. Brake System.

The four wheels of the forward landing gear, and twowheels of the aft landing gear, are equipped with self–ad-justing disk brakes. Both forward and aft brakes can beapplied and brake pressure maintained by depressingthe pedals. Hydraulic pressure is supplied by utility hy-draulic system.

2-1-8. Brake Pedals.

When either the pilot’s or copilot’s brake pedals arepressed, pressure from the master brake cylinders goesto a transfer valve in the brake lines. This allows indepen-dent braking by either pilot. From these transfer valves,pressure is directed through a parking brake valve to theforward and aft wheel brakes.

2-1-9. Parking Brake Handle.

A parking brake handle (4, fig. 2-1-3) is at the bottom leftcorner of the pilot’s section of the instrument panel. Thebrake handle is mechanically connected to the parkingbrake valve. The parking brake valve is electrically con-nected to the PARK BRAKE ON caution capsule on themaster caution panel. When the brake pedals arepressed and the parking brake handle is pulled OUT,pressure is trapped and maintained on forward and aftwheel brakes. At the same time, electrical power from theDC essential bus through the LIGHTING CAUTION PNLcircuit breaker, lights the PARK BRAKE ON caution cap-sule.

The parking brakes must be released by applying pres-sure to the brake pedals. This action automatically opensthe parking brake valve, retracts the parking brake han-dle, and extinguishes the PARK BRAKE ON caution cap-sule.

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2-1-6

2-1-10. Brakes and Steering Isolation Switch.

The brakes and steering isolation switch is on the HYDcontrol panel on the overhead switch panel (fig. 2-1-10and 2-1-14). It is labeled BRK STEER, ON, and OFF. Theswitch isolates the brakes and steering hydraulic subsys-tems from the rest of the utility hydraulic system in theevent of a leak in the subsystem. The normal position ofthe switch is ON. The switch is guarded to ON. Setting theswitch to OFF, closes the power steering and brakesvalve on the utility system pressure control module, iso-lating the brakes and steering subsystem. With theswitch at OFF, limited brake application are available dueto an emergency brake accumulator in the brake subsys-tem. Power to operate the isolation valve is from the No.1 DC bus through the HYDRAULICS BRAKE STEERcircuit breaker on the No. 1 PDP.

2-1-11. Instrument and Control Panels.

NOTEThe NVG overhead switch panels are shown.Description of control panels and operatingprocedures reflect NVG configuration only.

Figures 2-1-5 and 2-1-6 show center and cantedconsoles. 712 Figures 2-1-7 through 2-1-10 show thecopilot instrument panel, center instrument panel, pilotinstrument panel, and the NVG overhead switch panel.714A Figures 2-1-11 through 2-1-14 show the copilot

instrument panel, center instrument panel, pilot instru-ment panel, and the NVG overhead switch panel.

2-1-12. Personnel/Cargo Doors.

Entry can be made through either the main cabin door or thecargo door and ramp.

2-1-13. Main Cabin Door.

The main cabin entrance (15, fig. FO-1) door is on the rightside of the cargo compartment. The door is divided into twosections: the upper section containing a jettisonable paneland the lower section forming the entrance step. Whenopened, the upper section slides upward on overhead railsand the lower section swings downward. When closed, thetwo sections mate to form the complete door. Handles areprovided on both the outside and the inside of the door foraccessibility. Refer to Chapter 5 for the allowable airspeedimposed on the helicopter while operating with the cabinentrance door sections in various positions.

2-1-14. Cargo Door and Ramp.

Chapter 6 provides a detailed description and operation ofthe cargo door and ramp.

2-1-15. Pilot and Copilot Sliding Windows.

The upper section of each jettisonable door (39, fig. FO-1)in the cockpit contains a sliding window. The window slides

fore and aft and is locked and unlocked by a handle at theforward end of the jettisonable door. The handle is movedforward to lock the window and aft to unlock the window.

2-1-16. Seats.

The pilot’s and copilot’s seats (9 and 40, fig. FO-1) are ontracks to permit forward and aft, vertical and reclining posi-tion adjustments. Bungee cords in each seat exert an up-ward force on the seat when it is down or tilted.

2-1-17. Seat Fore-and-Aft Lever.

A fore and aft control lever (14, fig. 2-1-3) for horizontal seatadjustment is on the right side of each seat support carriage.When the lever is pulled UP, the seat is unlocked and canbe moved along the tracks on the cockpit floor. When thelever is released, the seat is locked in position horizontally.The total range of the horizontal movement is 4 inches in 1inch increments.

2-1-18. Seat Vertical Lever.

Vertical seat adjustment (15, fig. 2-1-3) is controlled by alever on the right side of each seat. When this lever is pulledUP, the seat is unlocked and can be moved vertically alonga track through a range of 5 inches. The range is divided into1/2 inch increments. When the lever is released, the seat islocked in position vertically.

CAUTION

With the seat in the full up rotation posi-tion (zero tilt) the seat may not be able tobe locked in the full down vertical posi-tion. Ensure the seat is locked when ad-justing the vertical axis, especially whenthe seat is in full up rotation position (zerotilt).

2-1-19. Seat Rotation Lever.

A control lever (20, fig. 2-1-3) for adjusting the seat recliningposition is on the left side of each seat. When this lever ispulled UP, the seat is unlocked and can be rotated througha 15º tilt range divided into four equal increments. The seat,in effect, is pivoted up and down around a horizontal axis.When the lever is released, the seat is locked in the selectedtilt position.

2-1-20. Armored Seats.

Both the pilot and the copilot seats are equipped with acombination of fixed and adjustable ceramic armor panels(fig. 2-1-15). Fixed panels are installed under the back andbottom seat cushions and on the outboard side of each seat.A shoulder panel (if installed) is mounted on the outboardside of each seat. The shoulder panel is hinged from theseat back so it can be moved aside for ease of exit from thehelicopter. The panel is secured in its normal position by alatch and an exerciser cord.

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2-1-7

Figure 2-1-5. Center Console With XM-130 Countermeasures (Typical) (Sheet 1 of 2)

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2-1-8

Figure 2-1-5. Center Console With AN/ALE-47 Countermeasures (Typical) (Sheet 2 of 2)

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2-1-9

2-1-21. Shoulder Harness Inertia Reel Lock Lever.

A two-position shoulder harness inertia reel lock lever is onthe left side of each seat (22, fig. 2-1-3) The lever positionsare LOCKED (forward) and UNLOCKED (aft). The lock maybe moved freely from one position to the other. When thelock lever is in UNLOCKED position, the reel harness cableis released to allow freedom of movement. However, thereel will automatically lock if a horizontal impact force of 2 to3 g is encountered. When the reel is locked in this manner,it stays locked until the lock lever is moved forward toLOCKED and then returned to UNLOCKED. When the leveris at LOCKED, the reel is manually locked so the pilot isrestrained from bending forward. When a crash landing orditching is anticipated and time permits, manual locking ofthe shoulder harness inertia reel provides added safety be-yond the automatic feature of the inertia reel. Depending onthe pilot’s seat adjustment, it may not be possible to reachall switches with the inertia locked. Each pilot should checkand adjust the shoulder harness in locked position to deter-mine whether all switches can be reached.

2-1-22. Self -Tuning Dynamic Absorbers.The helicopter is equipped with three sel-tuning dynamicabsorbers. One absorber is in the nose compartment andthe other two absorbers are under each pilot’s seat belowthe cockpit floor. All three absorbers serve to maintain aminimum vibration level through the normal operatingrotor RPM range of the helicopter. The self-tuning featureof the the dynamic absorber functions as follows: eachdynamic absorber consists of tuning mass suspended bysprings, and electronic measuring circuit, accelerome-ters, counter-weights, an electrical actuator and a self-test box. The accelerometers sense and compare thevibration phases of the helicopter and the spring-mounted mass. When the measured vibration phasesdiffer from a built-in phase relationship required to assureproper tune, the electronic circuit extends or retracts theelectrical actuator to reposition the counterweightswhich, in turn, increases or decreases the resonant fre-quency of the spring-mounted mass. The dynamic ab-sorbers are constantly being adjusted (tuned) to mini-mize helicopter vibration. A self-test box is in the heatercompartment to provide maintenance personnel with anintegral testing capability for self-tuning feature of thedynamic absorbers. Power is supplied by the No. 2 ACbus through the VIB ABSORB-LH, CTR and RH circuitbreakers in the No. 2 PDP.

Figure 2-1-6. Canted Console (Typical)

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2-1-10

Figure 2-1-7. Copilot Instrument Panel (Typical) 712

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2-1-11

Figure 2-1-8. Center Instrument Panel (Typical) 712

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2-1-12

Figure 2-1-9. Pilot Instrument Panel (Typical) 712

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2-1-13

Figure 2-1-10. Overhead Switch Panel 712

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2-1-14

Figure 2-1-11. Copilot Instrument Panel 714A

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2-1-15

1. IFF indicator light

2. TSEC KY-58 indicator light

3. FIRE PULL handles with NVG filters

4. FIRE DETR test switch

5. AGENT DISCH switch

6. Gas producer tachometer

7. Power turbine inlet temperature (PTIT) indicators

8. Transmission oil pressure indicator

9. XMSN OIL PRESS selector switch

10. Longitudinal cyclic trim (LCT) indicators

11. Transmission oil temperature indicator

12. Fuel flow indicator

13. XMSN OIL TEMP selector switch

14. Fuel quantity indicator

15. FUEL QUANTITY selector switch

16. CAUTION LT and VHF ANT SEL panel

17. Engine oil pressure indicators

18. Engine oil temperature indicators

19. Caution/ADVISORY panel

20. Missile Alert display

21. GPD ALERT indicator light

22. GPS ZEROIZE switch

Figure 2-1-12. Center Instrument Panel 714A

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2-1-16

Figure 2-1-13. Pilot Instrument Panel 714A

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2-1-17

Figure 2-1-14. Overhead Switch Panel 714A

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2-1-18

Figure 2-1-15. Armored Seats

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2-2-1

SECTION II. EMERGENCY EQUIPMENT

2-2-1. Emergency Procedures.

Refer to Chapter 9 for all emergency procedures.

2-2-2. Engine Compartment Fire Extinguisher Sys-tem.

The engine compartment fire extinguisher system (fig.2-2-1) enables the pilot or copilot to extinguish a fire ineither engine compartment only. It is not designed toextinguish internal engine fires. The system consists oftwo FIRE PULL handles, an AGENT DISCH (agent dis-charge) switch, a FIRE DETR (fire detector) switch on thecenter instrument panel, and two extinguisher agent con-tainers on the overhead structure at stations 482 and502. The containers are partially filled with monobromo-trifluoromethane (CBrF3 or CF 3BR) and pressurized withnitrogen (table 2-2-1 provides the range of engine fireextinguisher pressures.) The agent in one or both of thecontainers can be discharged into either enginecompartment. Selection of the compartment is made bypulling the appropriate FIRE PULL handle. In figure 2-2-1the ENG 1 FIRE PULL handle has been pulled. Selectionof the container is made by placing the AGENT DISCHswitch in the appropriate position. In figure 2-2-1, BTL 1has been selected.

2-2-3. FIRE PULL Handles.

WARNING

Before flying the aircraft ensure that eachFIRE PULL handle NVG filter holder can berotated from the closed to the open posi-tion without causing the FIRE PULL han-dle to be pulled. Improper handling of theNVG filter holder may cause the FIREPULL handle to be pulled unintentionally,thus fuel to the affected engine will be shutoff and the engine will shut down. Do notuse sudden or excessive force when rotat-ing the FIRE PULL handle NVG filter hold-er from the closed to the open position.

Two control handles for the engine fire extinguisher sys-tem (fig. 2-2-1) are labeled FIRE PULL - FUEL SHUT-OFF on the top center section of the center instrumentpanel. Each handle has a cover for the NVG filter, twowarning lights, and the necessary control switches thatclose the engine fuel shutoff valve and arm the fire extin-guisher system circuits. Power is supplied for each FIREPULL handle from the respective No. 1 and No. 2 DCessential buses through the respective ENGINE NO. 1and NO. 2 FUEL SHUTOFF circuit breakers on the No.1 and No. 2 PDP. Power is supplied for each pair ofwarning lights from the corresponding No. 1 or No. 2 ACbus through the ENGINE NO. 1 and NO. 2 FIRE DETcircuit breakers on the No. 1 and No. 2 PDP.

Table 2-2-1. Engine Compartment Fire Extinguisher Pressures

AMBIENT TEMPERATURE

(C)

MINIMUM INDICATION

(PSI)

-54� 271

-51� 275

-40� 292

-29� 320

-18� 355

-7� 396

4� 449

15� 518

27� 593

38� 691

52� 785

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2-2-2

Fwd Valve

Fwd

Valve

Figure 2-2-1. Engine Compartment Fire Detection and Extinguishing System (Typical)

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2-2-3

WARNING

If the FIRE PULL handle warning lights arecovered by the NVG filters during daylightoperation, illumination of the fire warninglights may not be apparent in the event ofan engine fire. Do not operate the aircraftwith the NVG filters covering or obscuringthe fire warning lights unless night visiongoggles are being used.

The NVG filter is attached to one end of the FIRE PULLhandle by hinged fitting. The other end of the filter holderforms a tab by which the filter holder and filter may berotated about the hinged fitting. For NVG operations, thefilter holder is rotated to a closed position over the frontof the FIRE PULL handle cover. In this position, the firewarning light is NVG compatible. For normal operations,the filter holder is rotated from the closed position to thefully open position. In this position, the FIRE PULL han-dle warning lights will be red.

CAUTION

If there is a fire in both engine compart-ments, do not pull both FIRE PULL han-dles simultaneously. Extinguish fire inone compartment only as described be-low. Leave the FIRE PULL handle out afterfire has been extinguished. Proceed in alike manner to extinguish fire in the otherengine compartment.

When an engine compartment fire occurs on either side,the respective pair of warning lights comes on. The ap-propriate FIRE PULL handle is pulled, that engine fuelshutoff valve closes and the AGENT DISCH switch isarmed.

Selection and discharge of either fire bottle is accom-plished by placing the AGENT DISCH switch to BTL 1 orBTL 2. After depletion of the charge in the initially se-lected bottle, the remaining bottle can be discharged tothe same engine compartment by selecting the oppositeposition on the AGENT DISCH switch. The other FIREPULL handle performs the same function for its respec-tive engine compartment.

2-2-4. AGENT DISCH Switch

A three-position AGENT DISCH (discharge) switch isabove the FIRE PULL handles on the center instrumentpanel (fig. 2-2-1). The lever-lock momentary switch posi-tions are BTL 1, neutral, and BTL 2. When BTL 1 isselected, the agent is discharged from the No. 1 bottleinto the selected engine compartment. When BTL 2 isselected, the agent is discharged from the No. 2 bottleinto the selected engine compartment. Only two fire ex-tinguisher agent bottles are provided. If the agent fromboth bottles is used in combating a fire in one engine

compartment, agent will not be available should a fireoccur in the other engine compartment. Power is sup-plied from the corresponding No. 1 or No. 2 DC essentialbus through the ENGINE NO. 1 and NO. 2 FIRE EXTcircuit breakers on the No. 1 and No. 2 PDP.

2-2-5. FIRE DETR Switch.

A two-position FIRE DETR (detector) switch is below theAGENT DISCH switch on the top center section of thecenter instrument panel (fig. 2-2-1). It is labeled FIREDETR and TEST. The toggle switch is spring-loaded toFIRE DETR which monitors the engine fire detectionsystem. When the switch is placed to TEST, it checks theoperation of the engine fire detection system by closingrelays in both controls units and the warning lights in bothFIRE PULL handles illuminate. Power to operate the testcircuit is supplied by the DC essential bus through theLIGHTING CAUTION PNL circuit breaker on the No. 1PDP.

2-2-6. Hand Fire Extinguishers.

WARNING

Avoid prolonged exposure (5 minutes ormore) to high concentrations of fire extin-guishing agent and its decompositionproducts because of irritation to the eyesand nose. Adequate respiratory and eyerelief from excessive exposure should besought as soon as the primary fire emer-gency permits. Use of oxygen for person-nel is recommended.

Three portable 6.3 pound capacity hand fire extinguish-ers are provided in the helicopter. One is in the cockpit,on the floor to the right of the pilot’s seat. Two hand fireextinguishers are in the cabin section. One on the for-ward bulkhead and one in the left rear, just forward of theramp.

2-2-7. Emergency Troop Alarm and Jump Lights.

Two emergency troop alarm and jump light boxes are inthe cargo compartment. The forward box is on the bulk-head and above the avionics equipment shelves and theaft box is on the left side of the fuselage above the rampat sta. 575. Each box has an electric bell in the center witha red light fixture on one side and a green light fixture onthe other side. The TROOP WARN panel on the over-head switch console is used to operate the emergencytroop alarm and jump lights.

The emergency troop alarm and jump lights have severalfunctions. They can be used to notify passengers andcrew with predetermined signals in time of emergency.The jump lights can be used to notify flight engineerduring airborne delivery operations and to alert the troopcommander during paratroop drop missions. Refer toChapter 9 for standard use of the troop alarm.

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2-2-4

2-2-8. TROOP WARN Panel

The TROOP WARN (warning) panel is located on theoverhead switch panel (fig. 2-2-2). It has two troop jumplights labeled RED and GREEN. Also, two switches la-beled JUMP LT and ALARM. Power to operate and con-trol the emergency troop alarm and jump lights is sup-plied by the DC essential bus through the TROOPALARM BELL and TROOP ALARM JUMP LT circuitbreakers on the No. 2 PDP.

a. Troop jump lights. The troop jump lights providesthe pilots a visual indication of the troop jump light selec-ted. One light is provided for each color selection andcomes on when the respective light is selected. Thebrightness of the lights is controlled by the PLT INSTrotary control switch on the PLT LTG panel of the over-head switch panel.

b. JUMP LT switch. The three-position JUMP LTswitch is labeled GREEN, OFF, and RED. When theswitch is set to GREEN, the green lights on the emergen-cy troop and jump light box, at both stations, and thetroop jump lights on the overhead switch panel come on.When the switch is set to RED, the red lights come on.OFF position turns off both sets of lights.

c. ALARM switch. The two-position ALARM switchis labeled OFF and ON. Moving the ALARM switch to ONrings the bell continuously at both stations until the switchis moved to OFF.

Figure 2-2-2. Troop Warning Panel (Typical)

2-2-9. First Aid Kits.

Seven aeronautic first aid kits are installed in the helicop-ter. One kit is in the passageway between the cockpit andcabin. The other six kits are in the cabin fuselage section,three on each side.

2-2-10. Emergency Entrances and Exits.

Refer to Chapter 9 for information on emergency en-trances and exits.

2-2-11. Emergency Escape Axe.

An emergency escape axe is provided. It is located onthe right side of the cargo compartment slightly forwardof station 200.

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2-3-1

SECTION III. ENGINES AND RELATED SYSTEMS2-3-1. Engines.

The CH-47D is powered by either two T55-L-712 or twoT55-GA-714A engines. The engines are housed in sepa-rate nacelles mounted externally on each side of the aftpylon. The engines have the capability to produce emer-gency power on pilot demand. See Performance Chartsin Chapter 7 712 or Chapter 7A 714A .

2-3-2. General

Each engine has a gas producer section and a powerturbine section. The gas producer supplies hot gases todrive the power turbine. It also mechanically drives theengine accessory gearbox. The power turbine shaft ex-tends coaxially through the gas producer rotor and ro-tates independently of it. The gas producer section andthe power turbine section are connected by only the hotgases which pass from one section to the other.

During engine starting, air enters the engine inlet and iscompressed as it passes through seven axial stages andone centrifugal stage of the compressor rotor. The com-pressed air passes through a diffuser. Some of the airenters the combustion chamber where it is mixed withstart fuel.

The mixture ignited by four igniter plugs. Some of the airis directed to the fuel nozzles. After the engine is started,it continues to operate on metered fuel supplied to thefuel nozzles.

Hot expanding gases leave the combustion chamber anddrive a two-stage gas producer turbine. Energy from thecombustion gases also drives the two-stage power tur-bine, which drives the power turbine shaft to the enginetransmission. The engine lubrication system has an inte-gral oil tank which is inside the air inlet housing and isserviced with approximately 12 quarts. (Refer to table2-15-1.)

2-3-3. Engine Inlet Screens.

An engine inlet screen which minimizes foreign objectdamage (FOD) is installed on each engine. The reduc-tion in engine power available with screens installed isnegligible. The engine inlet screens have bypass panels.These two panels are on the aft end of each screen.Refer to Chapter 5 for information on use of bypass pan-els. Helicopters with engine air particle separator (EAPS)installed, refer to TM 1-1520-240-10 EAPS SUPPLE-MENT.

2-3-4. Engine Anti–Icing.

The engine air inlet fairing and engine drive shaft fairingreceive anti-icing protection from the thermal radiationproduced by the oil tank in the engine inlet housing. Thehot oil in the oil cavity of the inlet housing warms the airas it passes into the engine inlet.

2-3-5. Engine Power Control System. 712

Each engine is controlled by a separate power controlsystem which includes cockpit controls and an engine

fuel control unit. Each system provides automatic controlof engine gas producer rotor speed and power turbinespeed in response to any setting of the engine controlsselected by the pilot. Engine gas producer rotor speed(N1) and power turbine speed (N2) are controlled by thefuel control unit, which varies the amount of fuel deliveredto the engine fuel nozzles. During normal operation, thefuel control unit automatically controls fuel flow meteringduring power changes, thus protecting the engine fromoverspeed and overtemp. Fuel flow is automaticallymonitored to compensate for changes in outside air tem-perature and compressor discharge pressure.

2-3-6. Engine Fuel Control Units. 712

Each engine fuel control unit contains a single elementfuel pump, a gas producer speed governor, a power tur-bine speed governor, an acceleration-deceleration con-trol, a fuel flow limiter, a fuel control shutoff valve, and amain metering valve. A gas producer (N1) lever and apower turbine (N2) lever are mounted on the fuel controlunit.

Output power of the power turbine (a function of thespeed and torque) is restricted by limiting the maximumfuel flow to the gas producer. Maximum gas producerrotor speed is set by the ENG COND (engine condition)levers in the cockpit. The ENG COND levers electrome-chanically positions the gas producer lever, which con-trols the fuel control fuel shutoff valve and operating levelof the gas producer. During flight, the ENG COND leversare left at FLT and the output shaft speed is regulated bythe power turbine speed (N2) governor.The power turbine lever is electromechanically posi-tioned by the ENGINE BEEP TRIM switches, thrust con-trol, and EMERG ENG TRIM (emergency engine trim)712 switches. Output shaft torques are limited by the

fuel flow limiter, which limits the maximum fuel flow. Theposition of the main metering valve is determined by thegas producer speed governor, power turbine speed gov-ernor, the acceleration-deceleration control, or the fuelflow limiter, depending on engine requirements at thattime. The governor or the control unit demanding theleast fuel flow overrides the other in regulating the meter-ing valve.

2-3-7. Speed Governing.

The power turbine speed governor senses the speed ofthe power turbine and regulates the amount of fuel whichis supplied to the gas producer. This slows down orspeeds up the gas producer rotor so that power turbineand rotor system speed remains nearly constant as loadsvary.

At minimum rotor blade pitch, the amount of power re-quired is at minimum. As pitch is increased, power tur-bine speed (N2) starts to decrease since more power isrequired from the engine to maintain a constant rotorspeed. The power turbine speed governor senses thedecrease of N2 RPM and increases the flow of fuel to thegas producer. Decreasing pitch causes N2 to increase.

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2-3-2

The power turbine governor senses the increases andreduces the flow of fuel to the gas producer, thus de-creasing the engine output power.

The power turbine speed governor allows the power tur-bine output speed to decrease (droop) approximately 10percent when the power loading varies from minimum tofull load. This is minimized by a droop eliminator linkedto the thrust control rod. The droop eliminator automati-cally changes the power turbine lever to compensate fordroop as pitch is increased or decreased. Another typeof droop, which is only transient, occurs as a result of thetime required for the engine to respond to changing loadsdue to system lag.

2-3-8. ENG COND Levers 712

Two ENG COND (engine condition) levers, one for eachengine are on the ENG COND panel (fig. 2-3-1) of theoverhead switch panel. Each lever has three positionslabeled STOP, GND, and FLT. They are used to selectappropriate fuel flow rates for GND, FLT, and STOP (en-gine shutdown). Power is supplied by the DC essentialbuses through the ENGINE NO. 1 and NO. 2 CONDCONT circuit breakers on the No. 1 and No. 2 PDP.

Each ENG COND lever is spring-loaded outboard and isinhibited by lock gates. They allow the pilot to proportion-ally control acceleration of the gas producer from STOPto FLT. Two engine control caution capsules are on themaster caution panel (fig 2-14-5). They are labeled NO.1 ENG N1 CONT and NO. 2 ENG N1 CONT. The cap-sules normally illuminate when the ENG COND levers orthe N1 actuators are at an intermediate position betweenSTOP, GND, or FLT. They extinguish when the ENGCOND lever and N1 actuator positions agree. However,they remain illuminated if a component of the system(actuator, control box, or condition panel) has failed inother than a detent position. Power is supplied by the DCessential bus through the LIGHTING CAUTION PNL cir-cuit breaker on the No. 1 PDP.

Figure 2-3-1. Engine Condition Panel 712

CAUTION

When the ENG COND lever is placed toGND during start sequence, the N1 actua-tor could inadvertently go beyond theground position. The respective ENG N1COND caution capsule will illuminate.However, ignition will still occur if the startswitch is moved to START, thus resultingin a possible engine runaway.

CAUTION

When adjusting controls or switches onthe overhead switch panel, make suregloves or sleeves do not catch and inad-vertently move the ENG COND levers.

The ENG COND lever must be at GND before the enginewill start. When an ENG COND lever is advanced fromSTOP to GND, power is then supplied to the electrome-chanical actuator which establishes an appropriate fuelflow rate at ground idle. The speed of the gas producerwith the lever at GND should be 60 to 63 percent N1.When an ENG COND lever is moved to FLT, the engineis operating within the N2 governing range, unless theengine is “topped out” at which time it goes back to N1governing. The N2 governor then takes control to main-tain selected rotor RPM (RRPM) in response to the en-gine beep trim switches and collective pitch changes,When an ENG COND lever is moved to STOP, the gasproducer lever closes the fuel control fuel shutoff valvewhich stops fuel flow to the gas producer.

Each electrical system is completely separate and a fail-ure in one system will not affect the other. A built-in me-chanical brake holds the actuator at its last selected posi-tion if loss of electrical power occurs. ENG COND leverfriction is provided to reduce the possibility of overtorqu-ing the engine transmissions by resisting movement ofthe ENG COND levers. The ENG COND lever frictionbrake cannot be adjusted by the pilot and a force of 4 to5 pounds is needed to move them.

2-3-9. Normal Engine Beep Trim Switches.

712 On 712 engine installations engine beep trimswitches are active at all times during normal operation.

Two momentary switches are on the auxiliary switchbracket of each THRUST CONT lever and are labeledENGINE BEEP TRIM (fig. 2-5-1). Both switches have anRPM INCREASE, RPM DECREASE, and a neutral posi-tion. 712 One switch is labled NO. 1 & 2 which is normal-ly used to select desired RRPM. The second switch islabeled NO. 1 which will only affect the No. 1 engine andis used to match engine loads which are indicated by thedual torquemeters.

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2-3-3

712 Power to operate the beep trim system is suppliedby the DC and AC buses. DC power to operate a trimmotor in the power turbine control box, which unbalancesa control circuit, is supplied by the corresponding No. 1or No. 2 DC buses through the ENGINE NO. 1 or NO. 2TRIM circuit breakers on the No. 1 or No. 2 PDP. Theunbalanced control circuit causes the AC power from theNo. 1 or No. 2 AC buses through the ENGINE NO. 1 orNO. 2 TRIM & TIMER circuit breakers on the No. 1 or No.2 PDP to be transformed and rectified to DC voltage. ThisDC power operates the power turbine actuator on theengine fuel control.

NOTE

No two engines provide matched perfor-mance with regard to torque, RPM, PTIT, orfuel flow. With torque matched all other pa-rameters may not be matched.

712 Holding the No. 1 & 2 switch forward (RPM IN-CREASE) will increase the RRPM. Holding the switch aft(RPM DECREASE) will decrease the RRPM. When theswitch is released, it returns to the center or neutral posi-tion. The switch electrically controls both power turbinesby movement of the N2 actuator through each enginepower turbine control box.

The procedure for matching engine load requires thatNO. 1 & 2 engine beep switch be used in conjunction withNO. 1 engine beep switch. When NO. 1 engine beepswitch is moved forward (RPM INCREASE), the torqueof No. 1 engine increases. At the same time RRPM in-creases, even though No. 2 engine torque decreasesslightly. Moving NO. 1 & 2 engine beep trim switch aft(RPM DECREASE) causes both engine torques to de-crease and reduce RRPM. If torques are still notmatched, this procedure is continued until torques arematched and desired RRPM is attained. The oppositeaction occurs when NO. 1 engine beep switch is movedaft.

The engine beep trim switches should not be used duringpower changes initiated by thrust lever movement be-cause RRPM droop should only be momentary. The en-gine beep trim system adjusts engine RPM only if therespective ENG COND lever is at FLT. At STOP or GND,it is possible to move the power turbine lever by movingthe engine beep trim switches to RPM DECREASE orRPM INCREASE, but in either case, engine RPM will notbe affected because the engine is not operating in the N2governing range.

2-3-10. EMERG ENG TRIM Panel 712

The EMERG ENG TRIM (emergency engine) panel islocated on the center console (fig, 2-3-2). The panel con-sists of two guarded normal engine trim system disabled

switches and two momentary emergency engine trimswitches.

a. Normal Engine Trim System DisableSwitches. The guarded switches permit the pilot to dis-able either or both normal beep trim systems. This pre-vents unwanted signals from the normal beep trim sys-tem to interfere with the operation of the emergencyengine trim system. Each switch is labeled AUTO andMANUAL. When either switch is at MANUAL, the respec-tive normal beep trim system is disabled (115-volt ACfrom AC bus to the engine power turbine control box isinterrupted). When the switch is at AUTO (cover down),the normal beep trim system is functional (115-volt ACfrom the AC bus is reconnected to the associated enginepower turbine control box). Refer to Chapter 9 for emer-gency engine trim operation.

CAUTION

Engine response is much faster whenRRPM is controlled with emergency en-gine beep trim system. It is possible tobeep the rotor speed below safe operatingspeed and low enough to disconnect thegenerators from the buses. The genera-tors are disconnected at 85% to 82%RRPM after a 3 to 7 second time delay.

b. Emergency Engine Trim Switches. Each mo-mentary switch is used to change the power turbinespeed of its respective engine if the power turbine controlbox (normal beep trim system) malfunction.

When the normal trim system fails, the droop eliminatoralso fails to function. Both switches have an INC, DECR,and spring-loaded center position. When one of theswitches is held at INC, power from the essential DC busgoes directly to the respective power turbine actuatorand increases the lever setting and the power turbinespeed. When the switch is held at DECR, the lever set-ting is decreased, and the power turbine speed is de-creased.

The emergency engine trim switches are to be usedwhen the normal beep trim system is disabled. If one ofthe switches is used while the respective power turbinecontrol box is functioning normally, the power turbineactuator setting will temporarily change but will return toits original setting when the switch is released. Power tooperate the emergency engine beep trim switches andactuators is supplied by the essential DC bus through theNO. 1 and NO. 2 EMERG ENG TRIM circuit breakers onthe No. 1 and No. 2 PDP.

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2-3-4

Figure 2-3-2. Emergency Engine Trim Panel 712

2-3-11. Emergency Power System. 712

CAUTIONTo prevent damage, monitor the torqueand the PTIT indicators when operatingwith emergency power. Failure to observethese indicators could result in seriousdamage to the drive train and engine.

An emergency power system is included with T55-L-712engines. With the emergency power system, increasedpower is available on pilot demand and is actuated byraising the thrust control into the emergency powerrange. Refer to Chapter 5 for limitations on its use.

When fuel flow increases to the point where PTIT is 890�to 910�C, the EMERG PWR lights will illuminate on thecopilot and pilot instrument console (17, fig. 2-1-7 and 18,fig. 2-1-9). If temperature is maintained in this range formore than 5 seconds, the associated indicator will apply28-volt DC from the ENGINE NO. 1 and / or NO. 2 START& TEMP circuit breaker to the EMERGENCY POWERpanel. With 28-volt DC applied to the panel, the applica-ble emergency power timer will start, and the indicatorwill display a black-and-white flag. When thrust is re-duced below the emergency power level, the emergencypower light will extinguish and the timer will stop. Howev-er, the emergency power indicator will continue to displaythe black-and white flag. The flag can be reset on theground only.

WARNING

Before flight, be sure the two toppingstops are in their stowed position on theright side of the console. If stops are notstowed, be sure the stops are not installedon the fuel controls before you start theengine. Failure to check may result in in-ability to achieve emergency power in anemergency.

Topping stops are stowed on each helicopter. The stopsare installed on the N1 control of each engine for mainte-nance engine topping checks. The stops provide an es-tablished fuel flow when topping. When not in use, the

stops are stowed on the right side of the center consoleaft of the pedals.

2-3-12. EMERGENCY POWER Panel. 712

The EMERGENCY POWER panel is located on the over-head switch panel (fig. 2-3-3). It consists of an emergen-cy power indicator and a digital timer for each engine.They are labeled NO. 1 and NO. 2 ENGINE. The timercounts the minutes that emergency power is in use.

2-3-13. Oil Supply System.

The oil supply system is an integral part of the engine.The oil tank is part of the air inlet housing and the fillerneck is on the top of the housing. An oil level indicator ison the left side of the engine inlet housing. Refer to table2-15-1 for the tank capacity. If the oil level decreases toabout 2 quarts usable, the corresponding ENG OIL LOWcaution capsule will illuminate.

Figure 2-3-3. Emergency Power Panel 712

2-3-14. Engine Start System. 712

The engine start system includes the hydraulic starterson each engine, the engine start valves and the solenoid-operated pilot valves on the utility system pressure con-trol modules, the START switch, and the start fuel sole-noids and ignition exciters on the engines.

When the start switch is moved to MTR, the respectiveengine STARTER ON indicator light illuminates and thestart valve opens (fig. 2-3-4). The start valve appliesutility system pressure from the APU to the engine start-er: rotating the engine starter and compressor. At 15percent N1, the ENG COND lever is moved to GND. Thestart switch is immediately moved to START, energizingthe ignition exciter. Start fuel is sprayed into the combus-tor and combustion begins. Before PTIT reaches 200�C,the START switch is manually released to MTR. At MTR,the start fuel valve is closed and the ignition exciter isdeenergized.The engine then accelerates to ground idle speed. At 50percent N1, the START switch is manually moved to thelocked OFF position. At OFF, the pilot valve closes, clos-ing the start valve and deenergizing the STARTER ONindicator light. A relay in each engine start circuit is ener-gized when either START switch is at MTR or START.The relay, when energized, disables the start circuit ofthe opposite engine, thus preventing simultaneous dualengine starts. Power is supplied by the No. 1 and No. 2DC essential buses through the ENGINE NO. 1 and NO.2 START & TEMP AND IGN CIRCUIT BREAKERS ONTHE No. 1 AND No. 2 PDP.

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Figure 2-3-4. ENGINE START PANEL 712

2-3-15. START Panel. 712

The START panel is located on the overhead switch pan-el (fig. 2-3-4). It consists of the ENG 1 and ENG 2 START-ER ON indicator lights and two start switches.

a. Start Switches. The switches are labeled OFF,MTR, and START. They are locked in OFF, detented inMTR and spring-loaded from START to MTR. At MTR,the engine is rotated by the starter, but ignition and startfuel circuits are deenergized. At START, the engine isrotated with start fuel and the ignition circuits are energi-zed. MTR is selected during starting, in case of enginefire or to clear the combustion chamber.

b. STARTER ON Indicator Lights. The STARTERON indicator lights will illuminate when the associatedSTART switch is moved to MTR or START. The lightalerts the pilots when the START switch is inadvertentlyleft at MTR. Power is supplied by the No. 1 and No. 2 DCessential buses through the ENGINE NO. 1 and NO. 2START & TEMP circuit breakers on the No. 1 and No. 2PDP.

2-3-16. Ignition Lock Switch.

An ignition system lock switch (11, fig. 2-1-3) is installedon the right side of the console forward of the thrust lever.The key-operated switch prevents unauthorized use ofthe helicopter. When the switch is off, the circuits of theignition exciters and the start fuel solenoids of both en-gines are open. Therefore, the engines cannot be star-ted. Be sure both START switches are OFF before turn-ing the ignition lock switch ON or OFF.

2-3-17. Engine Instruments and Cautions.

The engine instruments are the gas producer tachome-ter, the dual torquemeter, power turbine inlet tempera-ture (PTIT), fuel flow, oil pressure and oil temperatureindicators. The caution capsules are the NO. 1 and NO.2 ENGINE OIL LOW and the NO. 1 and NO. 2 ENG CHIPDET.

2-3-18. Gas Producer Tachometer.

Two gas producer tachometers (N1), one for each en-gine, are on the center instrument panel (6, fig. 2-1-8 and6, 2-1-12), above the PTIT indicators. Each tachometerdisplays gas producer turbine speed in percent of N1.Each tachometer operates from power supplied by a gasproducer tachometer generator on the accessory gear

box section of each engine. 712 The outer scale of thetachometer is calibrated from 0 to 100 in increments oftwo. The smaller, vernier scale is calibrated from 0 to 10,in increments of one. 714A The tachometer is calibratedfrom 0 to 110.

2-3-19. Torquemeter.One torquemeter is on the copilot instrument panel andthe other on the pilot instrument panel (1, fig. 2-1-7 and17, fig. 2-1-9). Each torquemeter has two pointers, onefor each engine, labeled 1 and 2. Each torquemeter hasa range of 0 to 150 percent. The system consists of apower output shaft, torquemeter head assembly, powersupply unit, 714A ratio detector power supply unit(RDPS), and a torquemeter junction box. Power to oper-ate the torquemeter is provided by No. 1 and No. 2 ACbuses through the ENGINE NO. 1 and NO. 2 TORQUEcircuit breakers on the No. 1 and No. 2 PDP. Power forthe power supply unit 714A and RDPS is provided bythe No. 1 and No. 2 DC buses through the DC ENGINENO. 1 and NO. 2 TORQUE circuit breakers on the No. 1and No. 2 PDP.

2-3-20. Power Turbine Inlet Temperature Indica-tors.Two power turbine inlet temperature (PTIT) indicators,one for each engine, are on the center instrument panel(7, fig. 2-1-8, 7, fig. 2-1-12). Each indicator is calibratedfrom 0� to 1,200�C. The temperatures registered on thePTIT indicator are transmitted by chromel-alumel ther-mocouples. the thermocouples sense gas temperatureat the power turbine inlet and transmit an average gastemperature reading to the PTIT indicator in the cockpit.712 When power turbine inlet temperature increases to

the emergency power range, the EMERG PWR indicatorlight will illuminate and DC power is supplied to theEMERGENCY POWER panel. 714A When power turb-ine inlet temperature increases to the contingency powerrange, the ENG CONT PWR master caution advisorypanel capsule will illuminate.

2-3-21. Engine Oil Pressure Indicator.An engine oil pressure indicator on the center instrumentpanel is provided for each engine (17, fig. 2-1-8 and2-1-12). Each indicator relates pressure sensed at No. 2bearing by an oil pressure transmitter mounted near theengine. Each engine oil pressure indicator displays apressure range from 0 to 200 psi. Power to operate theengine oil pressure circuit is supplied by the AC instru-ment buses through the ENGINE NO. 1 and NO. 2 OILPRESS circuit breakers on the No. 1 and No. 2 PDP.

2-3-22. Engine Oil Temperature Indicator. Two engine oil temperature indicators are on the centerthe instrument panel (18, fig. 2-1-8 and 2-1-12). Eachengine oil temperature indicator is calibrated from -70�to + 150�C. A temperature probe within the lubricationlines of the engine, before the fuel-oil cooler, is the pointat which the temperature is sensed. Power to operate theresistance-type oil temperature circuit is supplied by theNo. 1 and No. 2 DC buses through the ENGINE NO. 1

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and NO. 2 OIL TEMP circuit breakers on the No. 1 andNo. 2 PDP.

2-3-23. Engine Caution Capsules. 712 The follow-ing items are in reference to Fig. 2-14-5:

a. NO. 1 (2) ENGINE OIL LOW. This is illuminatedwhen approximately 2 quarts of usable oil is remaining inthe engine oil tank.

b. NO. 1 (2) ENG CHIP DET. This is illuminated ifa detector is bridged by ferrous metal particles whichmay indicate impending engine or engine transmissionfailure.

c. NO. 1 (2) ENG N1 CONT. This is illuminatedwhen the ECL is not in the STOP, GROUND or FLIGHTdetent or when the ECL position does not agree with theN1 actuator position.

2-3-24. Engine CAUTION/ADVISORY Capsules.

714A The following items are referenced in Fig. 2-14-6:

a ENG 1 (2) FAIL. Active when the engine failurelogic in the DECU detects a failed engine condition. Theengine failure logic is active when N1 is greater than 60%and the ECL position is greater than 50�(within 10� ofFLT position). The engine failure logic in each DECU isused to recognize any of the following:

(1) Power turbine shaft failure. N2 is greaterthan RRPM by more than 3 percent.

(2) N1 underspeed.

(3) Engine flameout.

(4) Over temperature start abort (Primary modeonly).

(5) During normal shutdown as the N1 goes be-low 48 percent the ENG 1 (2) FAIL caution is illuminatedfor 12 seconds, this is a BIT self system check.

b. FADEC 1 (2). Active if Primary FADEC Systemhard fails.

c. REV 1 (2). Active if Reversionary FADEC systemhard fails.

d. ENG 1 (2) OIL LVL. Active when approximately 2quarts of usable oil is remaining in the engine oil tank.

e. ENG 1 (2) CHIP DETR. Active if a detector isbridged by ferrous metal particles which may indicateimpending engine or engine transmission failure.

f. ENG CONT PWR. Active when power turbineinlet temperature is in the contingency power range.

2-3-25. Engine Chip Detectors.

The engine accessory section oil sump and engine trans-mission chip detectors are electrically connected to thecorresponding NO. 1 or NO. 2 ENG CHIP DET cautioncapsule on the master caution panel (fig. 2-14-6). If a

detector is bridged by ferrous metal particles, which mayindicate impending engine or engine transmission fail-ure, the corresponding NO. 1 or 2 ENG CHIP DET cau-tion capsule will illuminate. Also, the associated ENGINECHIP DETECTOR or ENGINE TRANSMISSION CHIPDETECTOR magnetic indicator on the MAINTENANCEPANEL (fig. 2-9-2) will latch. Refer to Chapter 9 for emer-gency procedures.

2-3-26. Engine Chip Detector Fuzz Burn-Off.

Helicopters equipped with the chip detector fuzz burn -offsystem in the engine are identified by a module labeledPWR MDL CHIP BURN-OFF located below the MAIN-TENANCE PANEL. The chip detector fuzz burn-off sys-tem employs an automatically operated fuzz burn-offelectrical circuit with the ability to eliminate nuisance chiplights caused by minute ferrous metallic fuzz or ferrousmetallic particles on the engin

TM 1-1520-240-10 TECHNICAL MANUAL OPERATOR’S MANUAL … · 2017. 9. 29. · TM 1-1520-240-10...

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Transcript of TM 1-1520-240-10 TECHNICAL MANUAL OPERATOR’S MANUAL … · 2017. 9. 29. · TM 1-1520-240-10...